JP3951979B2 - Hull shape - Google Patents
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- JP3951979B2 JP3951979B2 JP2003280298A JP2003280298A JP3951979B2 JP 3951979 B2 JP3951979 B2 JP 3951979B2 JP 2003280298 A JP2003280298 A JP 2003280298A JP 2003280298 A JP2003280298 A JP 2003280298A JP 3951979 B2 JP3951979 B2 JP 3951979B2
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/10—Measures concerning design or construction of watercraft hulls
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Description
この発明は、中・小型船の船体形状に関するものである。 The present invention relates to a hull shape of a medium / small boat.
航行中に船体が受ける抵抗には、おもに水中における船体表面と水との摩擦により生じる摩擦抵抗と、船が前進する際水面において船首部分に水がぶつかり波が造られ、このときに要するエネルギーが抵抗となって働く造波抵抗とがある。一般に摩擦抵抗は水中で、造波抵抗は喫水面付近で発生し、これらの抵抗については流体力学を用いて解析され、進行速度が増すにつれ摩擦抵抗の増加率よりも造波抵抗の増加率の方が大きくなるとされている。例えば、進行速度の遅い大型タンカーが受ける抵抗のうち造波抵抗は約１０％、中・小型の高速船などでは造波抵抗の占める割合は５０％に達すると言われる。船体への抵抗が大きくなれば、当然船を動かすのに必要なエネルギーも大きくなるので、大型船においては摩擦抵抗を、中・小型船においては造波抵抗を低減することが重要な課題であった。 The resistance that the hull receives during navigation is mainly caused by frictional resistance caused by friction between the hull surface and water in the water, and when the ship moves forward, water hits the bow and creates energy. There is a wave-making resistance that works as a resistance. In general, friction resistance is generated in water and wave resistance is generated near the draft surface. These resistances are analyzed using hydrodynamics, and the rate of increase in wave resistance is higher than the rate of increase in friction resistance as the traveling speed increases. Is supposed to be bigger. For example, it is said that wave resistance is about 10% of resistance received by large tankers with slow traveling speed, and that the ratio of wave resistance reaches 50% in medium and small high-speed ships. As the resistance to the hull increases, the energy required to move the ship naturally increases, so reducing frictional resistance in large ships and reducing wave-making resistance in medium and small ships is an important issue. It was.
従来から前記摩擦抵抗や造波抵抗を抑える方法として、船首部分の水に接する船体表面を滑らかで抵抗の少ない形状とする方法や、船首部分に突起物を設け、前進時に造られる波とこの突起物により起こる波とを互いに干渉させて船首付近の波を小さくする方法等、おもに船首部分に改良を加える方法が知られている。 Conventionally, as a method of suppressing the frictional resistance and the wave-forming resistance, a method of making the hull surface in contact with water at the bow portion a smooth and low-resistance shape, and a wave formed during advancing by providing a projection on the bow portion and this projection There are known methods for mainly improving the bow portion, such as making the waves near the bow smaller by causing them to interfere with each other.
しかし、これらの船首部分に改良を加える方法は大型船のように比較的速度が遅い場合であって、船首部分が常に水中に沈んでいる状態においては適用され得るが、中・小型船のように速度が速い場合など、図１０に示すようにプレーニング状態（船首部分が持ち上がり水中より突き出た状態）において走行する場合には、喫水面が後方に移動するため船首部分に改良を加えても前記抵抗を減少させるといった効果があまり期待出来ないといった問題があった。 However, the method of adding improvements to these bow parts can be applied when the speed is relatively slow as in large ships and the bow part is always submerged in water. In the case of traveling in a planing state (a state where the bow portion is lifted and protrudes from the water) as shown in FIG. 10 such as when the speed is high, even if the bow portion is improved, the draft surface moves backward. There was a problem that the effect of reducing resistance could not be expected so much.
また、従来の船首部分に改良を加える方法では波による船の縦揺れ時（ピッチング）の衝撃や船首が持ち上がった時に波が船底にぶつかる際の衝撃、図１１に示すように悪天候などにより波がかなり高くなっている場合に水面に対して船首部分が極端に持ち上がり、再び波の中に落ちていく（スラミング）時に船底が受ける衝撃が大きいため、非常に乗り心地が悪いといった問題もあった。さらに上記プレーニング状態やスラミング状態での航行においては、波浪衝撃を回避して船体のバランスを保つため、船首部分が持ち上がった時には船を減速させ、その後船首が下がった時には再び加速させるという操縦を繰り返す必要があるので進行エネルギーが大幅に失われ燃費が低下するといった問題もあった。
そこで、この発明は、中・小型船における航行中の船体への抵抗を減らすことにより航行効率を高めて燃料の消費を抑え、同時にピッチングやスラミングによる衝撃も抑えることにより乗り心地を向上させる船体形状を提供することを課題とする。 Therefore, the present invention is a hull shape that improves the riding comfort by reducing the resistance to the hull during navigation in small and medium sized vessels, thereby increasing the navigation efficiency and reducing the fuel consumption, and at the same time suppressing the impact due to pitching and slamming. It is an issue to provide.
この発明の船体形状は、中・小型船の船体形状であって、船首の後方に航行中の船体への造波抵抗を減らすための第二船首が設けてあり、この第二船首は左右船側外板から船底外板中央線付近までの部分に凹状の曲面を形成したものであって、前記凹状曲面形成部分において船底外板幅が狭幅となっており、前記第二船首が、船の全長に対して、先端から１５％〜５０％の間に設けられているものとする。 The hull shape of the present invention is a hull shape of a medium or small ship, and a second bow is provided behind the bow to reduce wave resistance to the sailing hull. A concave curved surface is formed in a portion from the outer plate to the vicinity of the center line of the bottom vessel outer plate, and the bottom outer plate width is narrow in the concave curved surface forming portion, and the second bow is It shall be provided between 15% and 50% from the tip with respect to the full length.
(請求項２記載の発明)
この発明の船体形状は、請求項１記載の船体形状において、前記第二船首が左右の下船側外板の上縁付近から形成されているものとする。
(Invention of Claim 2)
The hull shape of the present invention is the hull shape according to claim 1, wherein the second bow is formed from the vicinity of the upper edges of the left and right lower ship side skins.
(請求項３記載の発明)
この発明の船体形状は、請求項１記載の船体形状において、前記第二船首が船の全長に対して、先端から１５％〜３０％の間に設けられているものとする。
(Invention of Claim 3)
The hull shape of the present invention is the hull shape according to claim 1, wherein the second bow is provided between 15% and 30% from the tip with respect to the full length of the ship.
(請求項４記載の発明)
この発明の船体形状は、請求項１記載の船体形状において、前記凹状曲面形成部分が浅いすり鉢形状をしているものとする。
(請求項５記載の発明)
この発明の船体形状は、請求項１記載の船体形状において、前記凹状曲面形成部分が断面略Ｖ字状となるように船底外板幅が狭幅となっているものとする。
(Invention of Claim 4)
The hull shape of the present invention is the hull shape according to claim 1, wherein the concave curved surface forming portion has a shallow mortar shape.
(Invention of Claim 5)
The hull shape of the present invention is such that, in the hull shape according to claim 1, the bottom plate width is narrow so that the concave curved surface forming portion has a substantially V-shaped cross section.
以下に示す発明を実施するための最良の形態の欄に記載した内容から、中・小型船における航行中の船体への抵抗を減らすことにより航行効率を高めて燃料の消費を抑え、同時にピッチングやスラミングによる衝撃も抑えることにより乗り心地を向上させることができた。 From the contents described in the column of the best mode for carrying out the invention shown below, by reducing the resistance to the hull during navigation in small and medium sized ships, the navigation efficiency is increased and the fuel consumption is suppressed. Riding comfort could be improved by reducing the impact of slamming.
この発明の実施形態の船体形状について以下に説明する。 The hull shape of the embodiment of the present invention will be described below.
図１は本発明の実施形態に係る船（S1）の船体の底面からの斜視図である。 FIG. 1 is a perspective view from the bottom of a hull of a ship (S1) according to an embodiment of the present invention.
この船体において符号１は船首、符号２は第二船首、３は突出バウ、４は船側外板（４０は下船側外板、４１は上船側外板）、５は船底外板、６はキール、７は船尾を示している。船首１は造波抵抗を減少させる目的で先の尖った形状となっている。しかし、船首１を尖らせるだけでは十分に造波抵抗を抑えることはできないので船首１の下部に突出バウ３を設け、船首１にぶつかってできた波と突出バウ３にぶつかってできた波とを互いに干渉させることによりさらに造波抵抗を減少させようとしている。船体側面は船首１後方から船尾７にかけて、下船側外板４０と上船側外板４１から成る船側外板４で形成される。さらに、船底外板５の中央には船の背骨と言われるキール６が突出バウ３の後方から船尾７にかけて延びている。なお、図１において本発明の実施形態には直接関係がないため、船体の上部に位置するキャビン部分や船尾７付近に設けられるスクリュー等は省略されている。 In this hull, reference numeral 1 is a bow, reference numeral 2 is a second bow, 3 is a projecting bow, 4 is a ship side skin (40 is a lower ship side skin, 41 is an upper ship side skin), 5 is a ship bottom skin, and 6 is a keel. , 7 indicates the stern. The bow 1 has a pointed shape for the purpose of reducing wave resistance. However, since the wave-making resistance cannot be sufficiently suppressed by just sharpening the bow 1, a protruding bow 3 is provided at the lower part of the bow 1, and a wave generated by hitting the bow 1 and a wave generated by hitting the protruding bow 3 The wave-making resistance is further reduced by causing the two to interfere with each other. The hull side surface is formed by a ship side skin 4 composed of a lower ship side skin 40 and an upper ship side skin 41 from the back of the bow 1 to the stern 7. Further, a keel 6 called a ship spine extends from the rear of the projecting bow 3 to the stern 7 in the center of the bottom shell outer plate 5. In FIG. 1, the embodiment of the present invention is not directly related to the cabin portion located in the upper part of the hull, the screws provided in the vicinity of the stern 7, and the like are omitted.
本実施形態において、船首１のすぐ後方に連続して第二船首２が設けられており、前記第二船首２は下船側外板４０と上船側外板４１との境界線付近から船底外板５のキール６付近までの部分に凹状の曲面を形成することによりできている。つまり、第二船首２の凹状の曲面は、図２に示すように、矢印方向に進むにつれ徐々に深さを増していく、浅いすり鉢形状となっており、図３に示すように、断面形状において船首１と同じように下船側外板４０の上端から船底外板５に至るまで断面略V字状となっている。したがって、図４に示すように、前記凹状曲面形成部分における船底外板５の幅W２は船底外板５の他の部分における幅W１よりも狭くなっている。 In the present embodiment, a second bow 2 is provided immediately behind the bow 1, and the second bow 2 extends from the vicinity of the boundary line between the lower ship side outer plate 40 and the upper ship side outer plate 41 from the bottom bottom plate. 5 is formed by forming a concave curved surface in a portion up to the vicinity of the keel 6. That is, as shown in FIG. 2, the concave curved surface of the second bow 2 has a shallow mortar shape that gradually increases in depth as it proceeds in the direction of the arrow, and as shown in FIG. As in the bow 1, the cross section is substantially V-shaped from the upper end of the lower ship side outer plate 40 to the ship bottom outer plate 5. Therefore, as shown in FIG. 4, the width W <b> 2 of the bottom shell plate 5 in the concave curved surface forming portion is narrower than the width W <b> 1 in the other portion of the bottom plate 5.
本発明の船体形状は以上のような形状となっているため、中・小型船において図５に示すようなプレーニング状態で船首１が水面から突き出てしまい喫水面が後方に移動した状態での航行においても、第二船首２が船首１と同じように造波抵抗を抑える働きをする。つまり波がぶつかる時の圧力を低下させるために先を尖らせてある船首１と同じように、第二船首２の存在により波がぶつかる時の圧力が軽減され、圧力が軽減されれば波を造る際のエネルギーが小さくなる。したがって抵抗が軽減されるので、航行効率が高まり燃費を抑えることが出来る。また、造波抵抗が減少されれば波は形成されないか、されたとしても比較的小さい波であるため縦揺れ（ピッチング）を抑えることも可能となる。 Since the hull shape of the present invention is as described above, navigation is performed in a state where the bow 1 protrudes from the water surface and the draft surface moves backward in the planing state as shown in FIG. At the same time, the second bow 2 functions to suppress the wave-forming resistance in the same manner as the bow 1. In other words, the pressure at the time of the wave collision is reduced by the presence of the second bow 2 like the bow 1 that is sharpened to reduce the pressure when the wave hits, and if the pressure is reduced, the wave is reduced. Energy to make becomes small. Therefore, since resistance is reduced, navigation efficiency is increased and fuel consumption can be suppressed. Further, if the wave resistance is reduced, no wave is formed, or even if it is made, since it is a relatively small wave, pitching can be suppressed.
さらに、第二船首２の凹状曲面部分に流れ込んだ水が船を包み込むように保持するので揚力が増加して船全体を押し上げると共にバランスが向上して左右の揺れを抑えることも可能となる。 Further, since the water flowing into the concave curved surface portion of the second bow 2 is held so as to wrap the ship, the lift is increased to push up the entire ship, and the balance is improved to suppress left and right shaking.
また、前述したように第二船首２部分の船底外板５の幅W２が狭くなっているので、図６に示すようなスラミング時の船体への衝撃が、従来のように船底外板の幅が広い場合に受ける衝撃よりも抑えられるため、乗り心地を向上させることが出来る。これは従来のような幅広の船底外板より、図３に示すように第二船首２の凹状曲面が断面略V字状となるような船底外板５の方が水面への着地時において水面を切るという作用がより効果的に働くため、着水がスムーズに行えるからである。したがって、従来のようにプレーニング状態やスラミング状態等の航行時に波浪衝撃を回避して船体のバランスを保つため、船首部分が持ち上がった時に船を減速させたり、船首が下がった時には再び加速させたりといった操縦を繰り返す必要がないのでさらに燃費を抑えることが可能である。 Further, as described above, since the width W2 of the bottom shell 5 of the second bow 2 is narrow, the impact on the hull during slamming as shown in FIG. Since it is suppressed from the impact received when the vehicle is wide, the ride comfort can be improved. This is because the bottom shell 5 having a concave curved surface of the second bow 2 having a substantially V-shaped cross section as shown in FIG. This is because the action of cutting the water works more effectively, so that the water can be smoothly landed. Therefore, in order to keep the balance of the hull by avoiding wave impacts when navigating in the planing state and slamming state as in the past, the ship is decelerated when the bow part is lifted, or accelerated again when the bow is lowered, etc. Since it is not necessary to repeat the maneuvering, it is possible to further reduce fuel consumption.
同様に、船首１が持ち上がっている時に波が船に向かって流れてきて船底外板５にぶつかる際の衝撃も抑えられるので、さらに乗り心地を向上することが出来る。 Similarly, when the bow 1 is lifted, the impact of the waves flowing toward the ship and hitting the ship bottom skin 5 can be suppressed, so that the riding comfort can be further improved.
また、図７に示すように、プレーニングせず船首１の一部が水中に沈んだ状態で航行する場合、船側外板４において、船首１にぶつかってできた波（第１水流M1）と第二船首２部分でできた波（第２水流M2）とが互いに打ち消し合うため、波の形成が抑えられるので造波抵抗が軽減される。さらに、第1水流M1と第２水流M2の複合水流において、第1水流M1と第２水流M2が互いに打ち消し合う際の衝撃によって気泡が生じ、この気泡が船側外板４と船体浸水層との間に入り込むため摩擦抵抗も軽減される。同様に、図８に示すように船底においても、第１水流M1と第２水流M２が互いに打ち消し合い造波抵抗を抑え、また前記複合水流によってできた気泡が船底外板５に沿って拡散して船尾まで流れるため船底における摩擦抵抗も軽減できる。 Further, as shown in FIG. 7, when navigating in a state where a part of the bow 1 is submerged in the water without planing, the wave (first water flow M 1) and the Waves created by the two bows (second water flow M2) cancel each other, so that wave formation is suppressed and wave-making resistance is reduced. Furthermore, in the combined water flow of the first water flow M1 and the second water flow M2, bubbles are generated by the impact when the first water flow M1 and the second water flow M2 cancel each other, and these bubbles are formed between the ship side skin 4 and the hull inundated layer. Friction resistance is also reduced because it goes in between. Similarly, as shown in FIG. 8, the first water flow M1 and the second water flow M2 cancel each other and suppress the wave-making resistance, and bubbles generated by the composite water flow diffuse along the ship bottom outer plate 5 on the ship bottom. Because it flows to the stern, frictional resistance at the bottom can be reduced.
本実施形態においては、船底外板５の中央にキール６を有する船であるがこれに限られたものではなく、キール６が設けられていない船であってもよい。同様に、本実施形態において船首１の下部に突出バウ３が設けられているが、突出バウ３がない船でもよい。また、本実施形態において第二船首２は、下船側外板４０と上船側外板４１との境界線付近から形成されているが、上船側外板４１の上端や下船側外板４０の中央部付近から形成されるものでもよい。また、本実施形態において第二船首２の凹状の曲面は浅いすり鉢状となっているが、図９に示すように、船の長手方向に対して矢印の方向に進むにつれ徐々に深さを増すような形状であってもよい。さらに、本実施形態において第二船首２は船首１のすぐ後方に連続した態様で設けられているが、具体的には船の全長に対して、先端から１５％〜５０％（好ましくは１５％〜３０％）の間に設けられることが好ましい。 In this embodiment, it is a ship which has the keel 6 in the center of the ship bottom outer plate 5, but it is not restricted to this, The ship which the keel 6 is not provided may be sufficient. Similarly, although the protruding bow 3 is provided in the lower part of the bow 1 in this embodiment, the ship without the protruding bow 3 may be sufficient. Further, in the present embodiment, the second bow 2 is formed from the vicinity of the boundary line between the lower ship side outer plate 40 and the upper ship side outer plate 41, but the upper end of the upper ship side outer plate 41 and the center of the lower ship side outer plate 40. It may be formed from the vicinity of the part. Further, in the present embodiment, the concave curved surface of the second bow 2 has a shallow mortar shape. However, as shown in FIG. 9, the depth gradually increases as it proceeds in the direction of the arrow with respect to the longitudinal direction of the ship. Such a shape may be used. Further, in the present embodiment, the second bow 2 is provided in a mode that is continuous immediately behind the bow 1. Specifically, the second bow 2 is 15% to 50% (preferably 15%) from the tip with respect to the entire length of the ship. ~ 30%) is preferably provided.
船体への抵抗や衝撃が大きいと乗り心地が悪く、またエンジンへの負担を増大させ、燃費を悪くするといった多大な悪影響を及ぼすので、船体への抵抗や衝撃を減らしてこれらの悪影響を解消することのできる本発明の船体形状は、中・小型の漁船やレジャータイプの船などに有効に適用され得る。 If the resistance and impact to the hull are large, the ride comfort will be bad, and the burden on the engine will be increased and the fuel efficiency will be adversely affected. Therefore, these adverse effects will be reduced by reducing the resistance and impact to the hull. The hull shape of the present invention that can be applied can be effectively applied to medium and small fishing boats and leisure-type boats.
S1 本案の船
S2 従来の船
W1 船底外板幅
W2 第二船首部分の船底外板幅
M1 第１水流
M2 第２水流
１ 船首
２ 第二船首
３ 突出バウ
４ 船側外板
５ 船底外板
６ キール
７ 船尾
４０ 下船側外板
４１ 上船側外板
S1 Original ship
S2 Conventional ship
W1 Ship bottom skin width
W2 Bottom shell width of second bow
M1 1st water flow
M2 Second stream 1 Bow 2 Second bow 3 Projection bow 4 Ship side skin 5 Ship bottom skin 6 Keel 7 Stern 40 Lower ship side skin 41 Upper ship side skin
Claims (5)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2003280298A JP3951979B2 (en) | 2003-07-25 | 2003-07-25 | Hull shape |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2003280298A JP3951979B2 (en) | 2003-07-25 | 2003-07-25 | Hull shape |
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| JP2005041435A JP2005041435A (en) | 2005-02-17 |
| JP3951979B2 true JP3951979B2 (en) | 2007-08-01 |
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| Application Number | Title | Priority Date | Filing Date |
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| JP2003280298A Expired - Fee Related JP3951979B2 (en) | 2003-07-25 | 2003-07-25 | Hull shape |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105109616A (en) * | 2015-07-09 | 2015-12-02 | 浙江洛洋游艇制造有限公司 | Glass fiber reinforced plastic catamaran |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2010195382A (en) * | 2009-01-27 | 2010-09-09 | Osaka Prefecture Univ | Ship equipped with vertically movable propulsion device |
| JP5562206B2 (en) * | 2010-10-28 | 2014-07-30 | 本田技研工業株式会社 | Ship bow structure |
| CN102248986A (en) * | 2011-06-03 | 2011-11-23 | 沪东中华造船(集团)有限公司 | Method for establishing anti-wave cover shell plate frame of ship |
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2003
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105109616A (en) * | 2015-07-09 | 2015-12-02 | 浙江洛洋游艇制造有限公司 | Glass fiber reinforced plastic catamaran |
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| JP2005041435A (en) | 2005-02-17 |
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